US5090351A - Vessel hull construction and method - Google Patents

Vessel hull construction and method Download PDF

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Publication number
US5090351A
US5090351A US07/678,802 US67880291A US5090351A US 5090351 A US5090351 A US 5090351A US 67880291 A US67880291 A US 67880291A US 5090351 A US5090351 A US 5090351A
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US
United States
Prior art keywords
panels
curved
flat plate
double
panel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US07/678,802
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English (en)
Inventor
Richard A. Goldbach
Richard Salzer
Frank E. McConnell
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Marinex International Inc
Metro Machine Corp
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Marinex International Inc
Metro Machine Corp
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Application filed by Marinex International Inc, Metro Machine Corp filed Critical Marinex International Inc
Priority to US07/678,802 priority Critical patent/US5090351A/en
Assigned to METRO MACHINE CORPORATION A CORPORAWTION OF VA, MARINEX INTERNATIONAL, INC. A CORPORATION OF NJ reassignment METRO MACHINE CORPORATION A CORPORAWTION OF VA ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: SALZER, RICHARD, GOLDBACH, RICHARD A., MC CONNELL, FRANK E.
Priority to EP94119188A priority patent/EP0646521B1/en
Priority to DK91311834.5T priority patent/DK0507034T3/da
Priority to ES91311834T priority patent/ES2077814T3/es
Priority to DE69125404T priority patent/DE69125404D1/de
Priority to EP91311834A priority patent/EP0507034B1/en
Priority to DE69113246T priority patent/DE69113246T2/de
Priority to US07/818,588 priority patent/US5269246A/en
Priority to KR1019920000397A priority patent/KR920019609A/ko
Priority to NO920249A priority patent/NO180775C/no
Priority to JP4040743A priority patent/JPH05178273A/ja
Priority to TW081101379A priority patent/TW199879B/zh
Publication of US5090351A publication Critical patent/US5090351A/en
Application granted granted Critical
Priority to BR929201111A priority patent/BR9201111A/pt
Assigned to METRO MACHINES CORP. reassignment METRO MACHINES CORP. ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: SALZER, RICHARD, GOLDBACH, RICHARD A., MCCONNELL, FRANK E.
Priority to NO960431A priority patent/NO960431D0/no
Assigned to SUNTRUST BANK reassignment SUNTRUST BANK SECURITY AGREEMENT Assignors: METRO MACHINE CORP.
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B73/00—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/12—Frameless hulls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/16—Shells
    • B63B3/20—Shells of double type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/16—Shells
    • B63B3/22—Shells with corrugations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/48—Decks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B73/00—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms
    • B63B73/10—Building or assembling vessels from prefabricated hull blocks, i.e. complete hull cross-sections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B73/00—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms
    • B63B73/20—Building or assembling prefabricated vessel modules or parts other than hull blocks, e.g. engine rooms, rudders, propellers, superstructures, berths, holds or tanks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B73/00—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms
    • B63B73/40—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms characterised by joining methods
    • B63B73/43—Welding, e.g. laser welding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B73/00—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms
    • B63B73/50—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms characterised by forming methods, e.g. manufacturing of curved blocks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B73/00—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms
    • B63B73/60—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms characterised by the use of specific tools or equipment; characterised by automation, e.g. use of robots
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B81/00—Repairing or maintaining vessels
    • C—CHEMISTRY; METALLURGY
    • C23—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; CHEMICAL SURFACE TREATMENT; DIFFUSION TREATMENT OF METALLIC MATERIAL; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL
    • C23F—NON-MECHANICAL REMOVAL OF METALLIC MATERIAL FROM SURFACE; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL; MULTI-STEP PROCESSES FOR SURFACE TREATMENT OF METALLIC MATERIAL INVOLVING AT LEAST ONE PROCESS PROVIDED FOR IN CLASS C23 AND AT LEAST ONE PROCESS COVERED BY SUBCLASS C21D OR C22F OR CLASS C25
    • C23F13/00—Inhibiting corrosion of metals by anodic or cathodic protection
    • C23F13/02—Inhibiting corrosion of metals by anodic or cathodic protection cathodic; Selection of conditions, parameters or procedures for cathodic protection, e.g. of electrical conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B2231/00—Material used for some parts or elements, or for particular purposes
    • B63B2231/02—Metallic materials
    • B63B2231/04—Irons, steels or ferrous alloys
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B73/00—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms
    • B63B73/30—Moving or transporting modules or hull blocks to assembly sites, e.g. by rolling, lifting or floating
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the present invention relates to improvements in the method and poducts disclosed in the above-identified, earlier application, the contents of which are incorporated herein by reference.
  • the invention relates to providing a double-hulled vessel which, compared with conventional constructions, is made with a reduced number of different pieces, a reduced complexity, which can be fabricated using a higher degree of automation, which, in many applications is more durable and/or needs less maintenance, and need not cost the 20 percent additional that a conventional double hull costs compared with a conventional single hull.
  • a double hull produced in accordance with the invention can successfully compete in price with a conventional single hull for the same duty and carrying capacity.
  • the present invention teaches a different method for forming the curved plates of the hull, for placing the stiffeners on the flat plates, for assembling the plates into product components for cleaning the plates prior to protectively coating the components of the product, and for protectively coating (i.e., "painting") the components.
  • a conventional double-hull tanker lets ballast be carried between hulls. Such a ship does not need to be any larger, overall, than a conventional single-hull, segregated-ballast tanker.
  • ballast tanks It is conventional to blast-clean and coat the surfaces of ballast tanks upon construction, and thereafter, once each 5 years.
  • sand or mineral abrasive is used for the abrasive in blast cleaning the tank surfaces, and solvent-based paints are used for originally coating, and recoating them.
  • Coating a vessel results in the generation of refuse, such as empty paint drums, which often must be disposed of as hazardous waste.
  • a painting system which uses less paint (e.g., only about 20 percent as much paint as conventional), potentially reduces the bulk of refuse needing to be disposed of as hazardous waste.
  • cathodic epoxy paints are known to have the capability of providing good protection against both oil and salt water.
  • a conventional marine coating typically survives 400 to 500 hours in a salt spray (accelerated corrosion) test, whereas cathodic epoxy coatings, particularly which recently have become commercially available from PPG Coatings, can survive 2000 hours in the salt spray test.
  • the part is shot-blasted, then cleaned, finished and provided corrosion protection through a chemical wash and pretreatment process of three stages or more, and then dipped into a bath of paint particles and water, with the part serving as a cathode causing the paint particles to "plate" onto its surfaces.
  • the coated part is then dried using infrared energy sources at approximately 350° F. Usually, this dip-and-dry process is repeated one or more times, after which the coated part is inspected for integrity of the coating. Parts which pass are considered completed; those which do not, are recycled for remedial coating. This process is believed to be presently in commercial use for coating outboard motors for boats.
  • An improved curved-plate, double-hull tanker construction having reduced or eliminated transverse reinforcing structure in its midbody, except for bulkheads.
  • the hull though double, can compare in weight to conventional single hulls, despite being entirely made of mild steel plate. It is made of significantly fewer pieces, with a reduction in welding footage. More of the steel is used in the form of plate, rather than more expensive shapes. Improved productivity is possible, resulting from standardization of parts, less scrap, greater use of jigs and fixtures, automated welding, blast-cleaning and painting, so that not so much staging is needed, the work environment can be safer, and the product can be produced at a lower unit labor cost.
  • cathodicepoxy painting is used for durability and reduction in problems due to blast cleaning, solvent evaporation and generation of refuse.
  • Extending the double-hull structure from the bottom and sides of the hull to the main deck can provide space for fuel oil to be located safely away from the skin of the ship, rather than in possibly vulnerable deep tanks at the stern.
  • the constructional technique is believed to be applicable to vessel hulls in the 70,000 DWT to 300,000 DWT range.
  • the vessel hull midbody module subassemblies may be assembled into modules, hull midbodies and vessels using the method and apparatus disclosed in Cuneo et al., Application No. 07/532,329.
  • FIG. 1 is a fragmentary schematic top plan view of a facility for fabricating steel plate into subassemblies of modules for double-hull, bulk-carrier (e.g., VLCC) vessel hull midbodies, according to principles of the present invention
  • VLCC bulk-carrier
  • FIG. 2 is a fragmentary pictorial perspective view of a station on the line shown in FIG. 1, for offloading incoming steel plate from rail cars onto the line, or into storage;
  • FIG. 3 is a fragmentary pictorial perspective view of apparatus on the line for flame cutting the steel plate into pieces of required configuration for use in fabricating the double-hull module subassemblies;
  • FIG. 4 is a fragmentary pictorial perspective view of apparatus on the line for fabricating the cut plate into curved (at the left) and stiffened flat (at the center and right) panels that will later be assembled with one another to create the module subassemblies;
  • FIG. 5 is a schematic top plan view of a press assembly for producing the curved plates
  • FIG. 6 is an end view of the press assembly of FIG. 5, showing the assembly about to be closed on a piece of plate stock for press-forming a curved panel therefrom;
  • FIG. 7 is an enlarged scale end view of a portion of the press assembly of FIG. 6, showing a retractable means for conveying an edge of the plate stock at the hinge side of the press assembly;
  • FIG. 8 is a front elevation view of a station for surface preparation of flat panel by grinding a succession of clean stripes on a surface so that respective stiffeners can be placed thereon and welded thereto;
  • FIG. 9 is a larger scale fragmentary elevation view of the surface preparation station shown in FIG. 8;
  • FIG. 10 is a fragmentary cross-sectional view on line 10--10 of FIG. 9;
  • FIG. 11 is a fragmentary pictorial perspective view showing a repair station on the line, for stiffened panels, and a station for surface preparation and coating of both curved and stiffened flat panels;
  • FIG. 12 is a fragmentary pictorial perspective view showing a fixture (shown empty) for receiving the coated curved and stiffened flat panels which are to be joined at respective edges to form a subassembly for a module of a double-hull midbody for a bulk cargo vessel;
  • FIG. 13 is a diagrammatic top plan view of the fixture of FIG. 12;
  • FIG. 14 is a fragmentary vertical longitudinal sectional view on line 14--14 of FIG. 13, showing two flat panels lowered into place in the fixture of FIG. 12;
  • FIG. 15 is a fragmentary pictorial perspective view showing one coated, curved plate being lowered into place in the fixture of FIG. 12;
  • FIG. 16 is an enlarged scale fragmentary top plan view of the fixture of FIG. 12 after a complete set of flat and curved panels has been lowered into place and devices that will be further explained with reference to FIGS. 17-22 have been activated for holding the panels in place for welding of edge joints between respective adjoining edges of respective panels;
  • FIG. 17 is a even larger scale fragmentary top plan view of part of the structure shown in FIG. 16;
  • FIG. 18 is a horizontal transverse sectional view of one leg element of one tower of the fixture of FIG. 12, showing the stationary tube of one manual activating mechanism for a flat panel, and, in elevation, the extensible, latchable member of that manual activating mechanism;
  • FIG. 19 is a fragmentary elevational view, partly in section, one of the manually activating devices used for aligning top edges of respective ones of the curved and flat panels in the fixture of FIG. 12;
  • FIG. 20 is a fragmentary top plan view of one of the activating mechanisms used for removing local unfairness of respective ones of the curved and flat panels disposed in the fixture of FIG. 12;
  • FIG. 21 is a fragmentary side elevation view of the activating mechanism of FIG. 20;
  • FIG. 22 is a top plan view showing how two curved panels and one flat panel are supported in the fixture of FIG. 12 at an adjacent the site where a three-edge T-joint will be welded, in particular showing where pressure is applied by respective fairing aids of FIGS. 20 and 21, and respective copper backing bars of FIGS. 23-28;
  • FIG. 23 is an enlarged scale horizontal transverse cross-sectional view of one copper backing bar and an actuator therefor;
  • FIG. 24 is a fragmentary side elevation view of the structure shown in FIG. 23;
  • FIG. 25 is a fragmentary pictorial elevational view showing electrogas welding of a T-joint among adjacent edges of two coated curved panels and one coated stiffened flat panel, all as held in the fixture of FIG. 12;
  • FIGS. 26, 27 and 28 are fragmentary horizontal transverse cross-sectional views of respective portions of subassembly being fabricated in the fixture of FIG. 12, showing the plate edges, copper backing bars and copper sliding shoes at sites where three different types of joint configurations are being welded for respective portions of the double-wall vessel hull module subassembly;
  • FIG. 29 is a fragmentary pictorial perspective view showing a module subassembly being removed from the fixture of FIG. 12 following completion of welding of the welded joints which interconnect the various curved and flat panels along their respective edges;
  • FIG. 30 is a fragmentary pictorial perspective view showing the fixture of FIG. 12, an adjacent facility used for surface preparation and touch-up coating of the subassembly for repairing damage to the coating earlier provided on the panels caused by the electrogas welding depicted in FIG. 25 (including the adjoining crane of FIGS. 12 and 15, that was used for lowering curved and flat panels into the fixture), and a surface preparation and coating touch-up facility for the subassembly, which is brought thereto by the floating crane of FIG. 29;
  • FIG. 31 is a fragmentary pictorial perspective view, partly broken away for showing the interior of a subassembly cell, illustrating surface preparation and touch-up coating of the interior walls of the cell;
  • FIG. 32 is a fragmentary pictorial perspective view showing the locations of two adjacent stations for assembly of respective transverse bulkheads, and a set of module subassemblies being assembled onto a transverse bulkhead at one of these stations, for creating a module for a midbody of a double-hulled vessel;
  • FIG. 33 is a fragmentary diagrammatic end view of a completed module at an open end
  • FIG. 34 is a fragmentary diagrammatic end view of a completed module at an end closed by a transverse bulkhead
  • FIG. 35 1s a fragmentary vertical longitudinal sectional view of the module of FIGS. 33 and 34, showing a typical shape and position for a transverse bulkhead;
  • FIG. 36 is a fragmentary pictorial perspective view showing initiation of a step of lowering a completed module from the assembly area of FIGS. 32-35 into the water;
  • FIGS. 37-41 schematically show successive steps in tilting over the floating module, from the vertical orientation in which it was fabricated and assembled, to a horizontal orientation, for joining in series with others, to provide a vessel midbody;
  • FIGS. 42 and 43 are, respectively, fragmentary side elevational and top plan views of a facility in which modules are successively joined to create a vessel midbody;
  • FIG. 44 is a diagrammatic perspective view thereof (with the water omitted);
  • FIG. 45 is a larger scale fragmentary vertical transverse sectional view of the facility of FIGS. 42-44, at the location where one end of one module is being welded to an abutting end of a previously placed module;
  • FIG. 46 is a fragmentary top plan view of the left side of the structure shown in FIG. 45.
  • FIG. 47 is a side elevational view of a VLCC having a midbody constructed in accordance with the principles of the present invention, conventionally joined with a conventional bow section and stern section.
  • FIG. 1 a facility for transforming steel sheets into subassemblies for modules for double-hulled longitudinal midbodies of bulk cargo carriers is shown at 10.
  • Raw steel plate typically 0.5 to 1.25 inch thick and approximately 8 feet wide and 50 feet long, procured from a steel mill, is received by rail car 12 (FIGS. 1 and 2), lifted off by an electromagnet-type grasping device-equipped crane 14 and placed either in storage 16, on one of two conveyor lines 18 feeding flat panel fabrication, on a rail car with an installed conveyor called a collocator car (not shown), or on a conveyor line 20 feeding curved panel fabrication.
  • Raw steel plate destined for stiffened flat panels is conveyed on the lines 18 to an automatic burning machine 22 (FIGS. 1, 3 and 4) where it is cut to final configuration, including any lightening holes (not shown, but see the Cuneo et al. application) to provide flat steel plates 24.
  • Raw steel plate destined for curved panels is conveyed on the line 20 to the plate forming machine 26 (FIGS. 1 and 5-7), preferred details of which are shown in FIGS. 5-7, to produce curved steel plates.
  • the plate forming machine 26 puts a constant radius curve in a succession of steel plates each approximately 8 feet wide and 50 feet long by holding one longitudinal edge of a raw steel plate in a holder 28 and bending the plate along its transverse axis over an upwardly convex stationary die 30 using a series of hydraulically operated screw jacks 32 attached to a series of downwardly concave forming presses 34.
  • the screw jacks 32 of the preferably forming presses 34, hinged at 36 to the stationary base at an edge of the stationary die 30 are operated simultaneously by a common shaft 38 driven by a hydraulic power plant 40 through a reduction gear 42.
  • the fixed side of the plate is held by a series of cams 28 built into the forming presses.
  • the stationary die 30 is fabricated of steel in an "egg crate" type weldment, so that upper edges of its elements cooperate to define the die.
  • Retractable plate conveying devices 44, 46 are built into the plate bending machine.
  • the devices 44, 46 respectively, have v-grooved and convex rimmed rollers 48, 50 at their plate edge and plate underscale engaging upper ends.
  • the resulting curved but still not sized steel plates are then conveyed on the line 20 to a flame planer 52 (FIGS. 1 and 4), similar to automatic burning machine 2 flat stiffened panels, where they are cut into precise final configuration to provide curved steel plates 54.
  • a flame planer 52 similar to automatic burning machine 2 flat stiffened panels, where they are cut into precise final configuration to provide curved steel plates 54.
  • Each collocator car 56 comprises a rail car with a roller conveyor on its deck, receives a respective fabricated flat steel plate approximately 8 feet wide and 50 feet long from the automatic burning machine 22 and locates the steel plate in a precise position on the car.
  • each collocator car 56 on which a respective flat steel plate 24 is resting, advances by indexing forwards at the same precise intervals using an appropriate gear mechanism.
  • the first stage, 64 (FIGS. 1, 4 and 8-10), of this stiffener installation mechanism utilizes a grinding machine 66 to remove an approximate 2-inch wide path of mill scale in the way of where each stiffener 60 will be installed.
  • the grinding machine 66 comprises a fixed gantry 68 containing one or more power-rotated grinding wheels 70 mounted on a carriage 72 running transverse to the line of travel of the collocator cars 56, which remove a path of mill scale approximately 2 inches wide in successive precise increments of approximately thirty-two inches as each collocator car 56 is indexed from position to position beneath it.
  • the grinding wheel carriage 72 is electrically driven through a belt or chain mechanism 74 across the gantry.
  • a pneumatic cylinder 76 holds the grinding wheel 70 to the plate with proper force.
  • the second stage, 78, of the stiffener installation mechanism receives stiffeners from a kickplate stiffener collator 80, precisely fits and holds each stiffener 60 in its turn to a respective location, which has previously been cleaned of mill scale at 64, and tack welds each stiffener, using a tack welder 82, to the flat plate 24.
  • the second stage 78 includes a fixed gantry 84, located a precise distance of approximately thirty-two inches after the grinder gantry 68, running transverse to the lines of travel of the collocator cars and having for each line a guide 86 into which a succession of identical kickplate steel flat-bar stiffeners 60 is inserted one by one as the collocator cars are indexed from position to position beneath the fixed gantry 84.
  • the fixed gantry 84 is equipped with a mechanical, hydraulic or pneumatic mechanism to lower the guides 86 and compress each successive stiffener 60 onto the respective flat plate 24, to enable the stiffener 60 to be tack-welded to the plate using gantry-mounted tack welders 82, and then to raise the guides to permit the collocator cars 56 to index to the next position.
  • Each kickplate stiffener collator/inserter 80 is a device onto which a bundle of approximately eighteen identical kickplate stiffeners each approximately seven feet long, six inches deep and one-half inch thick is loaded as each fifty-foot long flat plate is processed.
  • Individual kickplates 60 are oriented transverse to the line of flow of the respective collocator car and stacked side by side in the direction of the line of flow of the respective collocator car.
  • the lead kickplate 60 is positioned alongside the opening to the respective guide 86 of the kickplate positioning gantry 84 and inserted into the guide 86 by use of a mechanical, electrical, pneumatic or hydraulic plunger 88 as the respective collocator car 56 and flat plate 24 are indexed into position.
  • Each remaining stack of kickplates 60 is indexed in the same direction as the line of travel of the respective collocator car.
  • each collocator car 56 is indexed thirty-two inches forward, the respective remaining stack of kickplates is indexed one-half inch using mchanical, electrical, hydraulic or pneumatic plungers 88 calibrated mechanically or electronically to the movement of the respective collocator car.
  • mchanical, electrical, hydraulic or pneumatic plungers 88 calibrated mechanically or electronically to the movement of the respective collocator car.
  • Each collocator 80 is structured and functions similar to a transverse feeder on the head end of a magazine of a photographic slide projector.
  • the third stage 90 of the stiffener installation mechanism final-welds each stiffener 60 in its turn.
  • the second and third stages may be combined, with tack welding being eliminated.
  • the third staqe comprises a fixed gantry 92 containing for each line a carriage-mounted double fillet, flux-core welding machine 94 or substitute located a precise distance of approximately thirty-two inches after the kickplate installation gantry 78 and oriented transverse to the line of flow of the collocator car.
  • the double fillet welding heads of the welding machine 96 are each equipped with a known seam tracker and appropriate positioning slides to compensate for slightly out-of-flatness of the respective plate 24 or minor misalignment of the kickplate stiffeners 60.
  • the welding machines 96 perform finish welding of individual kickplate stiffeners 60 as the flat plates 24 with fitted kickplates 60 are indexed beneath it on the collocator cars 56, thereby providing stiffened flat panels 98.
  • Fabricated curved panels 54 and stiffened flat panels 98 are then conveyed to a transporter car 100, which travels laterally on tracks 102, and then are lifted by hoists 104 from their horizontal positions to a vertical orientation and places it on a chain drive conveyor 106, so that each rests on one of its long edges.
  • the chain drive conveyor 106 transports panels, through guides I08, into and out of a steel-shot abrasive cabinet 110 (FIGS. 1 and 11) for removal of mill scale, weld slag, weld splatter and other foreign matter.
  • Fabricated flat panels requiring rework are conveyed by the transporter car 100 to repair stations 112 (FIGS. 1 and 4) and, upon completion of repairs, are transferred to the abrasive cabinet 110, for surface preparation as described above.
  • curved panels and stiffened flat panels are lifted off the exit conveyor guides 108 (FIGS. 1 and 11) of the abrasive cabinet 110 using plate clamps 114 hung from the twin monorails 116 running transversely, and are immersed in a rinse tank 118 containing deionized water.
  • the plate clamps on the twin monorails 116 transport the shot-blasted panels 54, 98 laterally through the five or more positions of the coating process of which the rinse tank 118 is the first.
  • the rinse tank 118 contains deionized water and is large enough to accommodate one or more of the panels 54, 98 in a vertical position on one of its respective long edges during its rinse, after abrasive cleaning in the shot blast cabinet 110.
  • a wash and pretreatment process is conducted in the rinse tank 118, plus sufficient tanks 120 for two or more subsequent chemical wash and pretreatment stages.
  • the next position of the coating line is a cathodic coating tank 122 containing a paint and water solution and large enough to accommodate one or more of the panels for receiving an initial coating, still in a vertical position.
  • the tanks are provided with fenders (not shown) to protect the coating.
  • the first coating tank preferably contains epoxy paint in water solution, and in it, each panel is cathodically coated, the coating process commercially available from PPG Coatings called Power Cron 64 conductive epoxy primer being presently preferred.
  • the next position is a curing position 124 with infrared or other surface heaters (not shown) large enough to accommodate one or more of the panels after its initial coating in a vertical position, with fenders (not shown) to protect the coating.
  • the first coating on the curved and flat panels is cured in the infrared-heating cabinet at approximately 350° F.
  • the next position is a second cathodic coating tank 126 similar to the one at the second position.
  • the curved and flat panels are immersed in the second coating tank 126 for a second cathodic coat of preferably the same type of epoxy paint, thereafter are removed to a second infrared heating cabinet 128 at a fifth position, for curing, and then stored vertically on their long sides in a storage rack 130 for inspection, with suitable fendering being provided to protect the coating.
  • the coated panels are then inspected. Inspection criteria include handling damage to the coating, adhesion of the coating to the steel panel, thickness of the coating (normally 2.9 to 3.5 thousandths of an inch (mils.), and curing (hardening).
  • Curved and stiffened flat panels with unacceptable coatings are conveyed back to the transporter car 100 for reprocessing through the entire surface preparation and coating processes.
  • Curved and stiffened flat panels with acceptable coatings are lifted by a crane 130 (FIGS. 1 and 12), still in a vertical position on their respective end edges and placed either in buffer storage 132 or directly in the subassembly fixture 136 (as shown in FIG. 15).
  • the bottom edges of the curved and flat panels being stored or loaded into the fixture are aligned by landing them in guides 138.
  • the guides 138 provided at the bottom of the fixture 136 are used for precisely positioning the bottom edges of the curved and stiffened flat panels as they are lowered by crane into the fixture 136, without using temporary attachments.
  • Each device 140 a plunger 142, which manually telescopes into and locks at 144 in a fixture leg tube 146, holds a flat stiffened panel in position, to keep the panels from buckling without using temporary attachments.
  • top edges of the curved and flat panels are aligned by manually activating devices 148 (FIG. 19).
  • the devices 148 hinged to one fixture leg at 15o, notched at 152 to receive a plate edge and clamped to another fixture leg at 154 precisely position the tops of the curved and flat, stiffened panels, without using temporary attachments.
  • the devices 156 apply external pressure at intermediate positions on either face of respective curved or flat plate panels to bring unfair edge portions of those plates into precise welding position, without using temporary attachments.
  • Devices 156 are hydraulically operated and are portable, and can be moved around the fixture 136 and secured to legs or leg braces, as needed, and hydraulically activated to forcefully engage and thus fair the panels as required.
  • the hydraulically operated devices 158 are operated to apply external pressure at intermediate positions along edges of the curved plate panels to positively position the edges against the continuous copper backing bars (to be described).
  • Devices 158 are hydraulically operated and are fixed to legs of the fixture 136.
  • mechanisms 162 located in each of the four interior corners of each cell 160, are activated to position the continuous copper backing bars 164, 166, 168, which are variously of the cross-sectional configurations shown in FIGS. (23, 24, 27) 26 and 28.
  • the devices 158 position the continuous copper backing bars 164, 166, 168 in internal corners of each near intersection 170 between adjacent edges of curved and stiffened flat panels 54, 98.
  • the backing bars 164, 166, 168 are positioned pneumatically in the valley formed by edge margins of two respective panels, by inflating a flexible hose 172, thus forcing the backing bar 164, 166, 168 with positive force into damming relationship with the two panels near the intersection.
  • electrogas welding of FIG. 25
  • air pressure is released from each hose 172 and a spring mechanism 174 returns the backing bars 164, 166, 168 to their original retracted positions.
  • weld joints, joining three or two panels simultaneously, with transverse cross-sections shown in FIGS. 26, 27 or 28, are welded, using a vertical eleotrogas welding machine (FIG. 25).
  • welding machine 176 vertically rises, it is followed by a vacuum-blast nozzle, or needle gun 178, which removes exterior welding slag, welding splatter, burned paint, and foreign matter.
  • the cleaned surface is then primed and finish painted by the weld machine operator, e.g., using a paint spray applicator 180 as the operator lowers the welding machine 176.
  • the panel and backing bar alignment devices 140, 148, 156, 158 and 162 are released.
  • the painted subassembly 182 of panels and welds is then lifted from the fixture by a floating derrick 184 (FIGS. 1, 29, 30 and 31) and placed in a subassembly touch-up blast and paint facility 186 (FIGS. 1, 30 and 31).
  • the main purpose of the touch-up blast and paint facility 186 is to repair interior cell coating damage caused by subassembly welding along interior edges of joints formed at 170 which form the intersection of curved panels 98 and stiffened flat panels 54.
  • the facility 186 includes a supporting structure 188 for the subassembly, with a built-in plenum for intake air to each interior cell 160 of the subassembly including means 190 for dehumidifying intake air and heating it, using steam coils or some other non-explosive means, and, in addition, a means of access 192 to the bottom of each cell 160 to service vacuum-blast and paint equipment 194.
  • the facility 186 further includes a touch-up blast and paint elevator platform mechanism 196 having a cover 198 which extends over a single interior cell 160 at a time and is adequate for weather protection of that cell.
  • the cover 198 is provided with an elevator platform 194 having four vacuum-blast nozzles 200 and four paint-spraying nozzles 202, one of each for each interior corner of a respective cell.
  • the platform is suspended from the bottom of the cover at all four corners by a wire rope and pulley arrangement 196 which permits synchronous raising of each corner of the platform at speeds appropriate for both automatic vacuum blasting and automatic spray painting of corners of each individual subassembly cell where welding along the edges of the panels has damaged the coating.
  • An explosion-proof exhaust fan 204 is mounted in the cover 198, with replaceable filters that are capable of entrapping the paint overspray which will be created by spray painting repaired areas of coating along vertical edges at intersection of curved and stiffened flat panels damaged by welding.
  • the vacuum-blast machine 194 is mounted on the platform and has four nozzles 200 which are oriented toward the four interior corners of the subassembly cell to accomplish recyclable abrasive blasting of areas along panel edges where the coating has been damaged, in order to remove burned paint, weld slag, weld splatter and other foreign material as the platform is raised in an appropriate speed.
  • the subassembly 182 after this cleaning and painting, is lifted from the touch-up blast and paint facility 186 using the floating derrick 184, and located onto a barge 208 (FIG. 1) for delivery to another location in the shipyard (or to another shipyard altogether) for subsequent module assembly, module erection and tanker longitudinal midbody construction and tanker completion, e.g., using the method and apparatus which is disclosed in more detail in the above-identified application of Cuneo et al.
  • this may include providing a bulkhead 210 at a bulkhead assembly area (FIG. 32), assembling a set of module subassemblies 182 vertically about the outer perimeter of the bulkhead 210 and welding the subassemblies 182 to one another and to the bulkhead 210 to create a module 212 (FIGS. 33-35).
  • the completed module 2I2 (shown having a double bottom 214, double side walls 216, a double deck 218 and a double longitudinal vertical intermediate wall 220, wherein the curved plates form the skins and the stiffened flat plates 54 form the longitudinal connectors extending between the ineer and outer hulls) is then guided by the crane 184 into the water, by temporarily lowering the support from under the topside bulkhead assembly area 222, and floating the module away (FIG. 31).
  • the now-horizontal module 212 is floated to the end of a longitudinal midbody assembly 224 (FIGS. 42-46) that is partly submerged, at an intertidal location.
  • the partially complete midbody 224 is shifted longitudinally along the longitudinal midbody assembly facility 226 until its growth end 228 is located over a joining area 230.
  • the next horizontal module 212 is then floated into place, end-to-end with the midbody 224 with the abutting ends located in the joining area 230. Water is then excluded from the joining area and the module 212 is welded to the growth end of the midbody 224.
  • These incremental growth steps are repeated until the midbody 224 is of the desired length.
  • the midbody 224 may be conventionally joined to a bow section 232 and a stern section 234 of a VLCC to provide a vessel 236 having a double-hulled longitudinal midbody.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structural Engineering (AREA)
  • Architecture (AREA)
  • Optics & Photonics (AREA)
  • Physics & Mathematics (AREA)
  • Manufacturing & Machinery (AREA)
  • Robotics (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Application Of Or Painting With Fluid Materials (AREA)
  • Butt Welding And Welding Of Specific Article (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Bridges Or Land Bridges (AREA)
US07/678,802 1991-04-01 1991-04-01 Vessel hull construction and method Expired - Lifetime US5090351A (en)

Priority Applications (14)

Application Number Priority Date Filing Date Title
US07/678,802 US5090351A (en) 1991-04-01 1991-04-01 Vessel hull construction and method
EP94119188A EP0646521B1 (en) 1991-04-01 1991-12-19 Vessel hull structure and method
DK91311834.5T DK0507034T3 (da) 1991-04-01 1991-12-19 Skibsskrogskonstruktion og -fremgangsmåde
ES91311834T ES2077814T3 (es) 1991-04-01 1991-12-19 Estructura y metodo de casco de barco.
DE69125404T DE69125404D1 (de) 1991-04-01 1991-12-19 Schiffsrumpfstruktur und Verfahren zu dessen Herstellung
EP91311834A EP0507034B1 (en) 1991-04-01 1991-12-19 Vessel hull structure and method
DE69113246T DE69113246T2 (de) 1991-04-01 1991-12-19 Schiffsrumpfstruktur und -verfahren.
US07/818,588 US5269246A (en) 1991-04-01 1992-01-09 Vessel hull construction and method
KR1019920000397A KR920019609A (ko) 1991-04-01 1992-01-14 선박동체 건조 및 방법
NO920249A NO180775C (no) 1991-04-01 1992-01-20 Fremgangsmåte for fremstilling av en modulstruktur for et dobbeltskrog-fartöy
JP4040743A JPH05178273A (ja) 1991-04-01 1992-01-31 船体構造およびその建造方法
TW081101379A TW199879B (no) 1991-04-01 1992-02-25
BR929201111A BR9201111A (pt) 1991-04-01 1992-03-30 Subconjunto,modulo,corpo de meio lingitudinal e embarcacao de casco duplo
NO960431A NO960431D0 (no) 1991-04-01 1996-02-01 Modulstruktur for et fartöy

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US07/678,802 US5090351A (en) 1991-04-01 1991-04-01 Vessel hull construction and method

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JP (1) JPH05178273A (no)
KR (1) KR920019609A (no)
BR (1) BR9201111A (no)
DE (2) DE69113246T2 (no)
DK (1) DK0507034T3 (no)
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US5293830A (en) * 1993-03-18 1994-03-15 Metro Machinc Corp. Double-walled vessel hull construction utilizing t-shaped subcomponents
US5313903A (en) * 1993-07-23 1994-05-24 Metro Machine Corp. Method and apparatus for fabricating double-walled vessel hull midbody modules
US5320055A (en) * 1992-09-29 1994-06-14 Metro Machine Corp. Double-layered vessel wall construction with longitudinally staggered cell-to-cell access openings through wall layer-connecting plates
EP0637540A1 (en) * 1993-08-05 1995-02-08 McDERMOTT INTERNATIONAL, INC. Methods of joining modules of ships
EP0667825A1 (en) * 1992-11-10 1995-08-23 Us Shipbuilding Corporation, Inc. Simplified midbody section for marine vessels
US5577454A (en) * 1996-01-26 1996-11-26 Metro Machine Corp. Tank vessel subassembly for equipment, piping and other nonstructural components
US5727492A (en) * 1996-09-16 1998-03-17 Marinex International Inc. Liquefied natural gas tank and containment system
US6125778A (en) * 1998-03-16 2000-10-03 Rodden; Raymond M. Ballast water treatment
US6170420B1 (en) 1998-12-15 2001-01-09 Maritrans, Inc. Rebuilt double hull vessel and method of rebuilding a single hull vessel into a double hull vessel
WO2002081297A2 (en) 2001-04-03 2002-10-17 Metro Machine Corp. Lng storage vessel and method for constructing same
US6637359B1 (en) 1998-12-15 2003-10-28 Maritrans Inc. System and method for internally fitting a new inner hull to an existing outer hull to form a rebuilt double hull vessel
KR100453081B1 (ko) * 1999-05-03 2004-10-14 현대중공업 주식회사 선체 정도/용접 작업을 위한 주판 선용접 공법
US20050011545A1 (en) * 2001-12-19 2005-01-20 Hallgrimur Jonsson Apparatus and a method for cleaning enclosed spaces
US20050204982A1 (en) * 2004-03-18 2005-09-22 Neu Richard W Double-hull ore carrying vessel conversion from single-hull oil tanker and method of performing the same
US8136464B1 (en) 2008-08-18 2012-03-20 Barbier Brian K C-fast system
US9534076B2 (en) 2009-07-30 2017-01-03 Illinois Tool Works Inc. Flooring underlayments
CN112550626A (zh) * 2020-12-07 2021-03-26 沪东中华造船(集团)有限公司 一种集装箱船深油舱区域的建造方法

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FR2701448B1 (fr) * 1993-02-15 1995-05-12 Celestin Buffet Denis Ernest Navire à double coque renforcée aux efforts accidentels de collision et sa méthode économique de fabrication robotisée.
FR2719545B1 (fr) * 1994-05-06 1996-07-12 Denis Ernest Celestin Buffet Double coque allégée pour navire et sa méthode économique de fabrication.
FI105281B (fi) * 1995-08-29 2000-07-14 Vr Osakeyhtioe Kennolattiarakenne
EP1894832A1 (en) * 2006-09-01 2008-03-05 Nieuwenhuijsen Groep B.V. Method for manufacturing and converting a ship, and a ship and container

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Cited By (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5269246A (en) * 1991-04-01 1993-12-14 Metro Machine Corporation Vessel hull construction and method
US5320055A (en) * 1992-09-29 1994-06-14 Metro Machine Corp. Double-layered vessel wall construction with longitudinally staggered cell-to-cell access openings through wall layer-connecting plates
EP0667825A1 (en) * 1992-11-10 1995-08-23 Us Shipbuilding Corporation, Inc. Simplified midbody section for marine vessels
EP0667825A4 (en) * 1992-11-10 1996-01-17 Skarhar Inc SIMPLIFIED MAIN FRAME FOR SHIPS.
US5293830A (en) * 1993-03-18 1994-03-15 Metro Machinc Corp. Double-walled vessel hull construction utilizing t-shaped subcomponents
EP0615897A2 (en) * 1993-03-18 1994-09-21 Robert D. Goldbach Vessel hull structure and method to build same
EP0615897A3 (en) * 1993-03-18 1994-12-21 Robert D Goldbach Ship hull structure and construction method.
US5313903A (en) * 1993-07-23 1994-05-24 Metro Machine Corp. Method and apparatus for fabricating double-walled vessel hull midbody modules
EP0635425A1 (en) * 1993-07-23 1995-01-25 Metro Machine Corporation Method of and apparatus for fabricating double-walled vessel hull subcomponents
EP0637540A1 (en) * 1993-08-05 1995-02-08 McDERMOTT INTERNATIONAL, INC. Methods of joining modules of ships
US5577454A (en) * 1996-01-26 1996-11-26 Metro Machine Corp. Tank vessel subassembly for equipment, piping and other nonstructural components
EP0786401A1 (en) 1996-01-26 1997-07-30 Metro Machine Corporation Tanker vessel subassembly and method of construction
US5727492A (en) * 1996-09-16 1998-03-17 Marinex International Inc. Liquefied natural gas tank and containment system
US6125778A (en) * 1998-03-16 2000-10-03 Rodden; Raymond M. Ballast water treatment
US6637359B1 (en) 1998-12-15 2003-10-28 Maritrans Inc. System and method for internally fitting a new inner hull to an existing outer hull to form a rebuilt double hull vessel
US6170420B1 (en) 1998-12-15 2001-01-09 Maritrans, Inc. Rebuilt double hull vessel and method of rebuilding a single hull vessel into a double hull vessel
US6357373B1 (en) 1998-12-15 2002-03-19 Maritrans Inc. Rebuilt double hull vessel and method of rebuilding a single hull vessel into a double hull vessel
KR100453081B1 (ko) * 1999-05-03 2004-10-14 현대중공업 주식회사 선체 정도/용접 작업을 위한 주판 선용접 공법
WO2002081297A2 (en) 2001-04-03 2002-10-17 Metro Machine Corp. Lng storage vessel and method for constructing same
WO2002081297A3 (en) * 2001-04-03 2002-11-28 Metro Machine Corp Lng storage vessel and method for constructing same
US20050011545A1 (en) * 2001-12-19 2005-01-20 Hallgrimur Jonsson Apparatus and a method for cleaning enclosed spaces
US7718013B2 (en) * 2001-12-19 2010-05-18 Hallgrimur Jonsson Apparatus and a method for cleaning enclosed spaces
US20050204982A1 (en) * 2004-03-18 2005-09-22 Neu Richard W Double-hull ore carrying vessel conversion from single-hull oil tanker and method of performing the same
US7077071B2 (en) 2004-03-18 2006-07-18 Neu Richard W Double-hull ore carrying vessel conversion from single-hull oil tanker and method of performing the same
US8136464B1 (en) 2008-08-18 2012-03-20 Barbier Brian K C-fast system
US9534076B2 (en) 2009-07-30 2017-01-03 Illinois Tool Works Inc. Flooring underlayments
CN112550626A (zh) * 2020-12-07 2021-03-26 沪东中华造船(集团)有限公司 一种集装箱船深油舱区域的建造方法

Also Published As

Publication number Publication date
DE69125404D1 (de) 1997-04-30
DK0507034T3 (da) 1996-01-02
EP0507034A1 (en) 1992-10-07
NO180775C (no) 1997-06-18
BR9201111A (pt) 1992-11-24
EP0646521B1 (en) 1997-03-26
ES2077814T3 (es) 1995-12-01
EP0507034B1 (en) 1995-09-20
DE69113246D1 (de) 1995-10-26
NO920249L (no) 1992-10-02
TW199879B (no) 1993-02-11
EP0646521A1 (en) 1995-04-05
JPH05178273A (ja) 1993-07-20
DE69113246T2 (de) 1996-03-28
NO920249D0 (no) 1992-01-20
NO180775B (no) 1997-03-10
KR920019609A (ko) 1992-11-19

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